EP1136677B1 - Moteur avec un arbre coudé relié à un arbre entraîné - Google Patents

Moteur avec un arbre coudé relié à un arbre entraîné Download PDF

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Publication number
EP1136677B1
EP1136677B1 EP01107080A EP01107080A EP1136677B1 EP 1136677 B1 EP1136677 B1 EP 1136677B1 EP 01107080 A EP01107080 A EP 01107080A EP 01107080 A EP01107080 A EP 01107080A EP 1136677 B1 EP1136677 B1 EP 1136677B1
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EP
European Patent Office
Prior art keywords
crankshaft
engine
driving shaft
gear
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01107080A
Other languages
German (de)
English (en)
Other versions
EP1136677A2 (fr
EP1136677A3 (fr
Inventor
Noboru Suganuma
Masaki Takegami
Keiya Funahashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Marine Co Ltd
Original Assignee
Yamaha Marine Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2000080648A external-priority patent/JP2001263020A/ja
Priority claimed from JP2000080604A external-priority patent/JP2001263019A/ja
Priority claimed from JP2000080603A external-priority patent/JP4318830B2/ja
Application filed by Yamaha Marine Co Ltd filed Critical Yamaha Marine Co Ltd
Publication of EP1136677A2 publication Critical patent/EP1136677A2/fr
Publication of EP1136677A3 publication Critical patent/EP1136677A3/fr
Application granted granted Critical
Publication of EP1136677B1 publication Critical patent/EP1136677B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B34/00—Vessels specially adapted for water sports or leisure; Body-supporting devices specially adapted for water sports or leisure
    • B63B34/10—Power-driven personal watercraft, e.g. water scooters; Accessories therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • B63H21/386—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling lubrication liquids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H2023/0208—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing by means of endless flexible members
    • B63H2023/025—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing by means of endless flexible members by means of chains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines

Definitions

  • the present invention relates to an engine with a crankshaft connected to a driving shaft.
  • such engine is used for small planing boat for planing on water.
  • the small planing boat mounts a jet propulsion unit for discharging water having sacked from a suction inlet to generate a required driving force, and an engine for driving the jet propulsion unit.
  • the dominant engine mounted on such a small planing boat is a two-cycle engine having a plurality of cylinders, in which the rear end of a crankshaft protruded from the engine is co-axially connected to an impeller shaft of the jet propulsion unit so that the impeller shaft rotates at the same speed as that of the crankshaft.
  • the four-cycle engine when a four-cycle engine, whose exhaust gas is cleaner than that of a two-cycle engine, is mounted, the four-cycle engine must be rotated at a higher speed in order to obtain an output power equivalent to that of a two-cycle engine.
  • the speed of the impeller shaft may be so high as to cause cavitation.
  • a thought may also occur to connect a cam chain to the crankshaft in the vicinity of the reduction gear so that air intake and exhaust valves are opened and closed at predetermined timing via the cam chain.
  • a small planing boat of this type mounts a jet propulsion unit for discharging water having sucked from a suction inlet opening at the bottom of the boat to generate required water power, and an engine for driving the jet propulsion unit.
  • a dry sump type lubricating system As a lubricating system for the engine, a dry sump type lubricating system has been proposed in which there is provided an oil tank for recovering oil in the engine, into which oil having lubricated the engine is recovered by an oil pump and from which oil is fed to the engine side.
  • an engine is lubricated with lubricating oil.
  • a wet sump type system in which an oil pan is provided at a lower part of a crank chamber, when a small planing boat, for example, is upset, oil flows back to a cam chamber side.
  • an oil tank for recovering oil in the engine to which oil having lubricated the engine is recovered by an oil pump and from which oil is fed to the engine side.
  • Such a system is called a dry sump system.
  • an engine with a crankshaft connected to a driving shaft, wherein an oil pump having a pump driving shaft is provided wherein a driving gear is provided for connecting said crankshaft with said driving shaft, and an oil pump driving gear which is connected to an oil pump via a pump driving shaft, and said oil pump driving gear is in meshing engagement with said driving gear,
  • a small planing boat I has a boat body 2 in which a hull 2a having a generally V-shaped cross-section and a deck 2b adhered thereon are integrally joined together.
  • a four cycle engine 3 that is a source of the driving force is mounted on a generally center part in a longitudinal direction of the hull 2a of the boat body 2 via a plurality of engine mounts 16 as shown in Fig. 3.
  • the engine mounts 16 are secured to a hull liner (not shown) adhered to the inside of the hull 2a.
  • a fuel tank 4 is disposed in front of the engine 3 (in the direction of the arrow in Fig. 1 and Fig. 3).
  • the upper side of the engine 3, the fuel tank 4 and so on are covered with a hatch cover 5 and a pair of cover members 6.
  • a steering handle 7 is provided on an upper surface of the deck 2b above the engine 3.
  • a pair of air intake ducts (ventilation hoses) 8 extend through the deck 2b with the upper ends thereof opening toward the outside of the boat body 2. Outside air is introduced through the air intake ducts 8 into the boat body 2 to supply aspirated air to the engine 3 and to ventilate the inside of the boat body 2.
  • the deck 2b has an opening 2c for inspection-maintenance of the engine 3.
  • a seat 9 is detachably disposed in the rear of the steering handle 7, a seat 9 is detachably disposed. As shown in Fig. 2, a pair of foot rests 15 are provided on both sides of the seat 9. A storage box 10 is disposed at the rear under the seat 9.
  • a jet propulsion unit 11 is disposed at the center in a width direction of the boat body 2.
  • a crankshaft 12 of the engine 3 is connected to a crankshaft 12 of the engine 3 to a crankshaft 12 of the engine 3 to a crankshaft 12 of the engine 3 to a crankshaft 12 of the engine 3 to a crankshaft 12 of the engine 3 to a crankshaft 12 of the engine 3 to a crankshaft 12 of the engine 3 is connected to a impeller shaft 13 extending longitudinally at the center in a width direction of the boat body 2.
  • the impeller shaft (driven shaft) 13 is introduced into the jet propulsion unit 11, and an impeller (not shown) contained in an impeller housing 11 a of the jet propulsion unit 11 is secured to the rear end thereof.
  • a steering nozzle 26 whose orientation is changed laterally by steering operation of the steering handle 7 is swingably attached.
  • the small planing boat I having above constitution, when the jet propulsion unit 11 is driven by the engine 3, the small planing boat I planes on water by a driving force generated by the jet propeller of the jet propeller unit 11, while sea water or the like is sucked form a downstream side of the impeller in the impeller housing 11 a as cooling water, by which the engine 3 is cooled.
  • the engine 3 is, as shown in Fig. 3 and Fig. 7, a four-cycle water-cooled four cylinder engine, having a crankcase 18 including four cylinders 17. To the crankcase 18 is attached a cylinder head 19, and a piston 20 is provided in each cylinder 17. The cylinders are designated as the first cylinder, the second cylinder, the third cylinder and the fourth cylinder from the front.
  • the engine 3 is mounted on the boat body 2 in such a manner that the crankshaft 12 extends in a longitudinal direction of the boat body 2.
  • the engine 3 includes a dry sump type lubricating device and, as shown in Fig. 3 etc., an oil tank 27 for storing lubricating oil is disposed on the rear side of the engine 3.
  • Each of the pistons 20 is connected to the crankshaft 12 via a connecting rod 21.
  • Air intake ports I 9a and exhaust ports 1 9b formed in the cylinder head 19 are opened and closed by air intake valves 22 and exhaust valves 23, respectively.
  • the valves 22 and 23 are driven by camshafts 24 and 25, respectively.
  • the camshafts 24 and 25 are covered with a cylinder head cover 28.
  • the crankshaft 12 is placed between an upper crankcase 46 and a lower crankcase 47 constituting the crankcase 18 and supported thereby.
  • the outer surface 18c of the crankcase 18 has an R-shape with a radius of Ri in a vertical cross-section as shown in Fig. 6 and an R-shape with a radius of R2 in a plan view as shown in Fig. 9 for each of the cylinders.
  • a cam chain 55 is connected to a protruded portion 12b of the crankshaft 12 protruded backward from the last cylinder (the fifth bearing part 52).
  • the rear end part 12c of the protruded portion 12b is connected to the jet propulsion unit 11 via a reduction gear (connecting means) 56.
  • the lower part of the cam chain 55 is engaged with a sprocket 12d integrally formed with the crankshaft 12, and the upper part thereof is engaged with sprockets 58 and 59 of the camshafts 24 and 25 for driving the air intake valves 22 and the exhaust valves 23, respectively.
  • a cam chain chamber 60 formed by the crankcase 18, the cylinder head 19 and the cylinder head cover 28 (see Fig. 6).
  • Designated as 61 in Fig. 6 is a chain tensioner for applying a tensile force to the cam chain 55.
  • a portion of the protruded portion 12b of the crankshaft 12 between the cam chain 55 and the reduction gear 56 is supported by a sixth bearing part 62 provided on the crankcase 18.
  • a diameter ⁇ 1 of the crankshaft 12 supported by the sixth bearing 62 is smaller than a diameter 02 thereof supported by the fifth bearing 52 between the last cylinder and the cam chain 55.
  • the reduction gear 56 as shown in Fig. 11, comprises a driving gear 64 provided at the rear end part 12c of the crankshaft 12, a driven gear 65 provided at the front end of a middle shaft 39 of the impeller shaft 13 for engaging the driving gear 64, and so on.
  • the reduction gear 56 is accommodated in a generally tight, especially airtight, gear accommodating chamber 54 formed by attaching a gear cover 76 to the lower crankcase 47.
  • an anti-backlash gear 66 is provided in such a manner as to be pressed toward the driven gear 65 by a coned disk spring 67. The anti-backlash gear 66 and the driven gear 65 are engaged with the driving gear 64.
  • the number of the teeth of the anti-backlash gear 66 is more (or less) than that of the driven gear 65 by one tooth.
  • the middle shaft 39 rotatably extends through the anti-backlash gear 66, which is slidably pressed against the driven gear 65 by the coned disk spring 67.
  • the impeller shaft 13 is longitudinally divided into two parts.
  • the middle shaft 39 and a rear end shaft 40 located in the rear thereof are connected to each other by a coupling 14 as coupling means.
  • the middle shaft 39 located between the coupling 14 and the driven gear 65 is journaled on the gear cover 76 via the oil tank 27 by a pair of bearings 94a and 94b.
  • the front bearing 94a is a roller bearing and the rear bearing 94b is a ball bearing (see Fig. 11).
  • Designated as 95 are seal members, and as 97 are circlips in Fig. 11.
  • the diameter 01 of the crankshaft 12 supported by the sixth bearing part 62 between the cam chain 55 and the reduction gear 56 is smaller than the diameter 02 thereof supported by the fifth bearing part 52 between the last cylinder and the cam chain 55, the diameter of the sprocket 12d formed on the crankshaft 12 for the cam chain can be made small, whereby the engine 3 can be made small in size and light in weight.
  • the sprocket 12d which is integrally formed with the crankshaft 12 with a machine tool, requires a space for setting the machine tool.
  • the machine tool When the diameter ⁇ 1 of the crankshaft 12 is large, the machine tool must be disposed apart so as not to interfering with the part and, consequently, the diameter of the sprocket I 2d is unavoidably large.
  • a sprocket 12d with a small diameter can be formed.
  • the sprockets 58 and 59 of the camshafts 24 and 25 can be also made small, and the engine 3 can be made small in size and light in weight.
  • an oil pump driving gear 70 which is connected via a pump driving shaft 71 to a scavenge side (sucking side) pump 72 and a field side (feeding side) pump 73 constituting the oil pump 74.
  • the scavenge side pump 72 has a higher ability than the field side pump 73.
  • the scavenge side pump 72 sucks lubricating oil having lubricated and flown into the bottom part of engine crank chambers 75 to recover the same into the oil tank 27, and the field side pump 73 feeds lubricating oil in the oil tank 27 to every part of the engine.
  • a first pump cover 77, a housing rotor 78 and a second pump cover 79 are secured to the gear cover 76 secured to the crankcase 47 in series, as shown in Fig. 11.
  • the gear cover 76 is made of an aluminum alloy, and has engine mounting lugs 76a on both sides thereof and an abutting part 76b on a bottom side thereof for abutting against a stopper 2d provided on the hull 2a. Since the engine mounting lugs 76 are integrally provided with the aluminum alloy gear cover 76 as described above, the structure can be simplified.
  • the stopper 2d is provided to prevent the engine from largely moving downward with respect to the hull 2 when the boat lands on the water after having jumped or the like.
  • the abutting part 76b for abutting the stopper 2d is provided below the impeller shaft axis 01, namely on the center line M of the boat body.
  • the pump driving shaft 71 extends through the first pump cover 77, the housing rotor 78 and the second pump cover 79.
  • the field side pump 73 is disposed in an inner space formed by the first pump cover 77 and the housing rotor 78, and the scavenge side pump 72 is disposed in an inner space formed by the second pump cover 79 and the housing rotor 78.
  • a pump side recovering passageway 81 for recovering lubricating oil on the engine 3 side into the oil tank 27 and a feeding passageway 83 for feeding lubricating oil in the oil tank 27 to the engine 3 side are formed by the gear cover 76, the first pump cover 77, the housing rotor 78, the second pump cover 79 and so on.
  • the pump driving shaft 71 is composed of a front half part 71 a supported by the gear cover 76 and a rear half part 71 b supported by the housing rotor 78.
  • the housing rotor 78 to which the first pump cover 77, the scavenge side pump 72, the field side pump 73 and the rear half part 71 b of the pump driving shaft 71 are fitted is fitted to the gear cover 76 after the oil pump driving gear 70, the front half part 71a of the pump driving shaft 71 and the gear cover 76 have been fitted to the crankcase 18.
  • the pump driving shaft 71 is composed of the front half part 71 a supported by the gear cover 76 and the rear half part 71 b supported by the housing rotor 78, assembling of the oil pump, which is made by fitting a projected portion 71 c formed at the front end of the rear half part 71 b of the pump driving shaft 71 into a recessed portion 71 d formed at the rear end of the front half part 71 a after parts to be fitted to the gear cover 76 and parts to be fitted to the housing rotor 78 have been respectively subassembled, can be made easily.
  • 77a is an oil tank mounting surface
  • 77b is a housing rotor mounting surface
  • 77c are bolt through holes through which the housing rotor 78 and the second pump cover 79 are secured.
  • Designated as 46c in Fig. 15 is a rear cover mounting surface.
  • the gear cover 76 is provided with a wire mesh type straighter 85 supported by rubber supporting members 88 in the vicinity of the first pump cover 77, by which flow of dust is interrupted.
  • the lubricating oil flows through a passageway formed by the gear cover 76 and the first pump cover 77 from 1 to 2 shown in Fig. 12, Fig. 13, Fig. 14, and Fig. 17, then through a passageway in the housing rotor 78 as shown in Fig. 17, and through a passageway in the second pump cover 79 into the scavenge side pump 72.
  • the lubricating oil sent out from the scavenge side pump 72 flows through the inside of the second pump cover 79 and the housing rotor 78 as shown in Fig. 17 and through a passageway formed by the first pump cover 77 and the gear cover 76 from 3 to 4 shown in Fig. 12, Fig. 13, Fig. 14, and Fig. 17, and is recovered into the oil tank 27 as shown in Fig .19.
  • lubricating oil in the oil tank 27 flows from a feeding outlet 27a formed at a bottom part thereof, as shown in Fig. 20, to a passageway formed between the first pump cover 77 and the gear cover 76 as shown in Fig.21, through the passageway from 5 to 6 as shown in Fig. 12 and Fig. 21, and into the field side pump 73. Then the lubricating oil flows through a check valve 86 and a relief valve 87 into a passageway formed between the first pump cover 77 and the gear cover 76, from 7 to 8 as shown in Fig. 12, Fig. 13, Fig. 14, and Fig. 21, and to an oil filter 90 as shown in Fig. 22. After having been cleaned by the oil filter 90, the lubricating oil is sent to a main gallery 91 of the engine 3 and fed to every part of the engine 3.
  • the pump driving shaft 71 is located between the engine side recovering passageway 82 and the impeller shaft 13 in the vertical direction, and offset in the width direction of the boat body with respect to the impeller shaft 13, in the rear of the engine 3 as shown in Fig. 6, Fig. 15 and Fig. 14.
  • Designated as 05 in Fig. 14 is the axis of the pump driving shaft.
  • the oil pump 74 that is a heavy object should be positioned as low as possible.
  • the oil pump 74 is disposed under the engine side recovering passageway 82 which is located at the lowermost part of the engine, the engine 3 is unavoidably high in height as a whole. That is undesirable in disposing the engine 3 in the small size planing boat 1 having a limitation in space available in the vertical direction, and a positioning relation with the impeller shaft 13 must be also considered.
  • the pump driving shaft 71 is disposed in a position described above, the center of gravity of the engine can be lowered in addition to lowering the height thereof as a whole, and interference between impeller shaft 13 and the middle shaft 39 can be prevented.
  • the pump driving shaft 71 is positioned lower than the crankshaft 12, the position of the oil pump 74 that is a heavy object can be lowered so that the center of the gravity of the engine 3 can be lowered.
  • the impeller shaft 13 and the pump driving shaft 71 are disposed on the right and left with respect to a vertical plane P passing through the axis O3 of the crankshaft 12. Constructed as above, the weight balance between the right and the left with respect to the center of the engine 3, namely the crankshaft 12 can be improved and the shafts 12,13 and 71 can be laid out easily.
  • a starter motor 93 of the engine 3 as shown in Fig. 9 is disposed on the same side as the impeller shaft 13 with respect to the crankshaft 12 as shown in Fig. 6.
  • the crankshaft 12 is disposed at the same elevation as the impeller shaft 13 but offset in the width direction of the boat body 2 with respect to the same. Since the impeller shaft 13 is disposed on the center line in the width direction of the boat body 2, the crankshaft 12 is disposed offset with respect to the center line M of the boat body 2 in the width direction thereof.
  • the cylinders 17 of the engine 3 are inclined at a certain angle toward the impeller shaft 13 side as shown in Fig. 5 and Fig. 6. In Fig. 5, the center line O4 of one of the inclined cylinder is shown.
  • the starter motor 93 that is a heavy object is disposed on the same side as the impeller shaft 13 with respect to the crankshaft 12, the center of the gravity of the engine can be closer to the center in a width direction of the boat body, whereby the weight balance between the right end the left of the engine can be improved as a whole.
  • the impeller shaft 13 since the impeller shaft 13 is rotatably inserted into the oil tank 27 via bearing 94, the impeller shaft 13 can be supported by the oil tank 27, whereby the supporting rigidity can be improved.
  • the center 02 of the oil tank is disposed on the other side of an exhaust pipe 96 (a part extending from a side portion of the engine backward) with respect to the center O1 of the boat body (the axis of the impeller shaft 13).
  • the oil tank 27 does not make an obstacle to arrange the exhaust pipe 96.
  • This arrangement is by securing the oil tank 27 to the upper crank case 46 by mounting parts 27k and to the first pump cover 77 by mounting parts 27m
  • oil tank 27 In the oil tank 27 is, as shown in Fig. 12, disposed a recovering pipe 27b extending in a vertical direction. Lubricating oil having sent through the passageway formed by the gear cover 76 and the first pump cover 77 to 4 shown in Fig 12 etc. by the scavenge side pump 72 flows through the recovering pipe 27b and is delivered from a delivery outlet 27c to be recovered into the oil tank 27.
  • Designated as 27j in Fig. 12 is a cooling water jacket.
  • three bent guide plates 27f are provided within a hat plate 27d disposed in the oil tank 27 and having a generally U-shape.
  • the lubricating oil delivered from the delivery outlet 27c of the recovering pipe 27b flows along the guide plates 27f while being separated into liquid and gas to the lower part of the oil tank 27 through a baffle plate 27e.
  • an air vent pipe 27g for releasing air in the oil tank 27, and a protruding pipe 27h is protruded downward from the connecting part at a certain length and opens there(27i).
  • the other end of the air vent pipe 27g opens in the inside of the cam chain chamber 60.
  • the connecting part to the cam chain chamber 60 is located at a position facing an inside of the loop shape of the cam chain 55 as shown in Fig. 6 and Fig. 8.
  • the guide plates 27f prevent lubricating oil from entering directly into the protruding pipe 27h. Also, in upsetting, lubricating oil of at least an amount corresponding to the protruding length of the protruding pipe 27h shown by a double dot-dash line L in Fig. 12 remains in the oil tank. Thus, the protruding length of the protruding pipe 27h is decided in such a manner that the amount of lubricating oil remaining is in an amount considered to be necessary to restart after the upset.
  • the cam chain chamber 60 in which the cam chain 55 is provided and the oil tank 27 are connected by the air vent pipe 27g and the air vent pipe 27g opens in the cam chain chamber 60 at a position inside of the loop shape of the cam chain 55. Since the pressure inside of the cam chain 55 in the cam chain chamber 60 is low when the cam chain 55 is rotating , the air vent property of the oil tank 27 can be improved.
  • the cam chain chamber 60 and the oil tank 27 is disposed in proximity to each other, the length of the air vent pipe 27g can be shortened.
  • the engine side recovering passageway 82 for recovering lubricating oil accumulated in the bottom part of the crank chambers 75 is formed in the bottom wall under the cam chain chamber 60.
  • a communicating hole 98 for communicating the engine side recovering passageway 82 and the cam chain chamber 60 is formed in the bottom wall of the cam chain chamber 60.
  • the lubricating oil lubricating the cam shafts 24 and 25 etc. flows downward along a wall of the cam chain chamber 60 50 that it is easy to recover the lubricating oil into the engine side recovering passageway 82, and into the oil tank 27 disposed in the rear of the engine 3.
  • a communicating hole 101 is formed between the gear accommodating chamber 54 accommodating the reduction gear 56 and the cam chain chamber 60 for communicating the both chambers.
  • a mounting surface 46a to which a union 99 for taking in cooling water is attached and mounting surface 46b to which a zinc anode (pseudo electrode) 100 is attached are formed on the same plane.
  • Fig. 2 designated as 35 is a water lock, as 36 is a secondary air introduction system (AIS).
  • Fig. 5 designated as 43 is an air intake box, as 44 is a carburetor.
  • Fig. 7, designated as 42 is a power generator (a flywheel magnet).
  • a mounting part 35a for a downstream side exhaust pipe not shown, see Fig. 4 etc.).
  • crankshaft may be connected to the impeller shaft via a middle shaft or may be connected directly to the impeller shaft.
  • the reduction gear on the crankshaft may be engaged directly with a gear on the middle shaft or the impeller shaft or may be engaged via a chain or the like.
  • the sixth bearing part 62 may be provided directly on the crankcase 18 or may be accommodated in a housing secured to the crankcase 18.
  • the impeller shaft 13 may be longitudinally divided into two parts at the coupling 14 as in the above embodiment or may be integrally formed from the part where the driven gear secured to the part where the impeller is secured.
  • the bearing 94 for journaling the impeller shaft 13 may be directly secured to the gear cover 76 or may be secured to a housing (the oil tank 27, for example) different from the gear cover 76 as in the above embodiment.
  • the coupling means for coupling the separated impeller shaft 13 may be by spline engagement instead of by the coupling 14.
  • a crankshaft is supported by a crankcase via a bearing part provided in the vicinity of each cylinder, that a cam chain is connected to a protruded portion of the crankshaft protruded backward from the last cylinder located at the rearmost end, that the protruded portion has a rear end part connected to a jet propulsion unit via a reduction gear, and that a part of the crankshaft between the cam chain and the reduction gear is supported by a bearing part provided on the crankcase.
  • crankshaft between a cam chain and a reduction gear is supported by a bearing part provided on a crankcase, supporting strength for the crankshaft can be ensured without enlarging the diameter of the crankshaft and the engine can be made small in size and light in weight.
  • a diameter of the crankshaft supported by a bearing provided between the last cylinder and the cam chain is larger than a diameter of the crankshaft supported by the bearing part provided between the cam chain and the reduction gear.
  • a diameter of the crankshaft supported by the bearing part between the cam chain and the reduction gear is smaller than a diameter of the crankshaft supported by a bearing part between the last cylinder and the cam chain, when a sprocket for engaging the cam chain is integrally formed on the crankshaft between the above bearing parts, a machine tool for processing the sprocket can be easily placed, whereby the diameter of the sprocket can be made relatively small so that the engine can be made small in size.
  • a generally airtight gear accommodating chamber is formed by the crankcase and a gear cover secured thereto, and that the reduction gear is accommodated in the gear accommodating chamber.
  • the reduction gear is accommodated in a gear accommodating chamber formed by a crankcase and a gear cover secured thereto, the reduction gear can be protected from sea water etc. accumulated in the boat body.
  • the reduction gear comprises a driving gear provided at the rear end of the crankshaft, and a driven gear provided at the front end of an impeller shaft of the jet propulsion unit for engaging with the driving gear, and that a bearing for journaling the impeller shaft is provided on the gear cover.
  • the impeller shaft can be journaled at a position in the vicinity of the driven gear, whereby supporting strength for the impeller shaft can be ensured without enlarging the diameter thereof.
  • the impeller shaft is longitudinally divided into two parts which are coupled to each other by a coupling means, and that a part of the impeller shaft between the coupling means and the driven gear is journaled by the bearing.
  • the impeller shaft is longitudinally divided into two parts which are coupled by coupling means and a bearing for journaling a part of the impeller shaft between the coupling means and the driven gear is provided, supporting strength for the impeller shaft can be much more improved.
  • the oil tank 27 and the oil pump 74 are secured to a part secured to the engine 3 such as the first pump cover as in the above embodiment as well as a case where they are secured directly to a component part of the engine such as crankcases 46 and 47.
  • the oil tank 27 is secured to both the upper crankcase 46 that is a component part of the engine and the first pump cover 77 that is a part secured to the engine, mounting strength of the oil tank on the engine is improved.
  • the impeller shaft 13 may be offset with respect to the crankshaft 12 or may be coaxially disposed therewith.
  • the oil pump 74 is not necessarily secured to the rear side of the engine as long as the pump driving shaft 71 of the oil pump 74 is located in the rear of the engine 3, and a case where the oil pump is secured to a side of the engine 3 is included.
  • the above described embodiment teaches an oil pump arrangement structure for an engine for a small planing boat in which lubricating oil in a crankcase constituting the engine is recovered into an oil tank by an oil pump while lubricating oil in the oil tank is fed to the engine and which planes on water by a driving force transmitted from a crankshaft of the engine to an impeller shaft of a jet propulsion unit, wherein a pump driving shaft of the oil pump is located between an engine side recovering passageway for lubricating oil formed at the lowermost part of the crankcase and the impeller shaft in a vertical direction and is offset in a width direction of a boat body with respect to the impeller shaft, in the rear of the engine.
  • a pump driving shaft of is located between an engine side recovering passageway for lubricating oil formed at the lowermost part of the crankcase and the impeller shaft in a vertical direction and is offset in a width direction of a boat body with respect to the impeller shaft, in the rear of the engine, the oil pump can be disposed utilizing a relatively wide space in the rear of the engine, whereby the center of gravity of the engine can be lowered in addition to lowering the height thereof as a whole, and interference with the impeller shaft can be prevented.
  • the oil tank and the oil pump are secured to a rear side of the engine.
  • the oil tank and the oil pump is disposed in the vicinity of the rear side of the engine where there is relatively wide space in a small planing boat, the inspection and maintenance of the oil pump and the oil tank can be performed with ease.
  • the pump driving shaft is disposed in parallel with the crankshaft, and that the pump driving shaft is driven by a driving gear provided on the crankshaft.
  • the pump driving shaft is disposed in parallel with a crankshaft and the pump driving shaft is driven by a driven gear provided on the crankshaft, no special device for driving the pump driving shaft, whereby the device for driving the oil pump can be simplified.
  • the “driving gear” is not limited to a gear for speed reduction as in the above embodiment.
  • the “driving shaft” includes a shaft for driving a component part of the engine such as a balancer shaft as well as the impeller shaft 13 as in the above embodiment.
  • the impeller shaft 13 may be longitudinally divided at the coupling 14 as in the above embodiment or may be integrally formed from the part where the driven gear is secured to the part where the impeller is secured.
  • the “driving gear” according to the present invention includes a driving gear 64 provided on the crankshaft 12 and a driven gear 64 provided on the driving shaft (impeller shaft 13).
  • the oil pump gear 70 may be engaged with either the driving gear 64 or the driven gear 65.
  • the driving gear 64 and the driven gear 65 may be engaged via an idle gear and, in this case, the oil pump driving gear 70 may be engaged with the idle gear.
  • crankshaft of an engine which is connected to a driving shaft via a driving gear, an oil pump driving gear is in meshing engagement with the driving gear, and the oil pump driving gear is connected to the oil pump via a pump driving shaft.
  • a crankshaft of an engine is connected to a driving shaft via a driving gear, an oil pump driving gear is engaged with the driving gear, and the oil pump driving gear is connected to an oil pump via a pump driving shaft, the oil pump can be driven utilizing the driving gear provided on the crankshaft, whereby increase in the number of the parts and the mounting space can be prevented.
  • the engine is mounted on a small planing boat, and that the crankshaft of the engine is connected via a driving gear to an impeller shaft of a jet propulsion unit that is the driving shaft.
  • the crankshaft of the engine mounted on a small planing boat is connected to the impeller shaft via the driving gear, the oil pump driving gear is engaged with the driving gear, and the oil pump driving gear is connected to the oil pump via the pump driving shaft, the oil pump can be driven utilizing the driving gear for driving the impeller shaft, whereby increase in the number of the parts and the mounting space can be prevented.
  • the driving shaft and the pump driving shaft are disposed on the right and left sides, respectively, with respect to a vertical plane passing through an axis of the crankshaft.
  • the driving shaft and the pump driving shaft are disposed on the right and left sides with respect to the vertical plane passing through the axis of the crankshaft, the driving shaft and the pump driving shaft are disposed well-balanced on both sides of the crankshaft that is located at the center of the engine, whereby the width of the engine can be small and each of the shafts can be easily laid out.
  • a starter motor of the engine is disposed on the other side of the crankshaft with respect to the impeller shaft.
  • the center of gravity of the engine can be closer to the center in the width direction of the boat body, namely the impeller shaft, whereby the weight balance between the right and the left of the boat body can be improved.
  • the crankshaft of the engine according to the embodiment is connected to a driving shaft via the driving gear, that the oil pump driving gear is in meshing engagement with the driving gear, that the oil pump driving gear is connected to an oil pump via the pump driving shaft, and that the driving shaft and the pump driving shaft are disposed on the upper and lower sides, respectively, with respect to a horizontal plane passing through an axis of the crankshaft.
  • the driving shaft and the pump driving shaft are disposed on the upper side and the lower side with respect to a horizontal plane passing through the axis of the crankshaft, the driving shaft and the pump driving shaft are well-balanced disposed on both sides of the horizontal plane passing through the axis of the crankshaft, whereby the height of the engine can be made low and each of the shafts can be easily laid out.
  • an engine with an oil pump 74 having a pump driving shaft 71, said pump driving shaft 71 of said oil pump 74 is located between an engine side recovering passageway 82 for lubricating oil which is formed at a lowermost part of a crankcase 18 and said driving shaft 13 in a vertical direction. It is also adventurous to provide an engine with a driving gear 64 for connecting said crankshaft 12 with said driving shaft 13, and an oil pump driving gear 70 which is connected to an oil pump 74 via a pump driving shaft 71, and said oil pump driving gear 70 is in meshing engagement with said driving gear 64.
  • said engine with a crankshaft 12 connected to a driving shaft 13, wherein a connecting means, in particular a reduction gear 56, is provided for connecting said crankshaft 12 with said driving shaft, in particular an impeller shaft 13.
  • a cam chain means 12d, 55, 58, 59 is connected to said crankshaft 12, and bearing part 62 supporting said crankshaft 12 is provided between said cam chain means 12d, 55, 58, 59 and said connecting means 56.
  • Each of the above-mentioned combinations of features of the engine according to the embodiment can provide in improved engine, in particular for a small planing boat.
  • the embodiment described above teaches all of said features.
  • a respective combination of the above combined features can also provide in improved engine, in particular for a small planing boat.
  • said crankshaft 12 is provided with a protruded portion 12b extending from at least one cylinder 17 of said engine in an axial direction of said crankshaft 12.
  • Said cam chain means 12d, 55, 58, 59 is connected to said protruded portion 12d of said crankshaft 12, said connecting means 56 is provided on said protruded portion 12d of said crankshaft 12.
  • Said further bearing part 52 supporting said crankshaft is provided in a vicinity of said cylinder 17, and said further bearing part 52 is provided between said cylinder 17 and said cam chain means 12d, 55, 58, 59.
  • a diameter 01 of said crankshaft 12 supported by said first bearing part 62 provided between said cam chain means 12d, 55, 58, 59 and said connecting means 56 is smaller than a diameter ⁇ 2 of said crankshaft 12 supported by said further bearing part 52 provided between said cylinder 17 and said cam chain means 12d, 55, 58, 59.
  • crankshaft 12 supported at a crankcase 18 of said engine, wherein said cylinder 17 is a last cylinder 17 at rearmost end, and said protruded portion 12b of said crankshaft 12 protrudes backward from said cylinder 17.
  • Said connecting means is a reduction gear 56 connecting said crankshaft 12 with a propulsion unit 11.
  • Said reduction gear 56 comprises a driving gear 64 provided at the said protruded portion 12d of said crankshaft 12, and a driven gear 65 provided at a front end of said driving shaft 13 of said jet propulsion unit 11 engaging with said driving gear 64.
  • Said reduction gear 56 is accommodated in a tight gear accommodating chamber 54 formed by a crankcase 18 and a gear cover 76 secured thereto, and a bearing 94a for journaling said impeller shaft 13 is provided on said gear cover 76.
  • Said driving shaft 13 is longitudinally divided into two parts 39, 40 which are coupled to each other by coupling means 14.
  • a part 39 of said driving shaft 13 between said coupling means 14 and said driven gear 65 is journaled by said bearing 94a.
  • Said oil pump 74 is provided on an end side of said engine in a vicinity of said driving shaft 13. Said oil pump 74 is connected with means provided for feeding lubricating oil from an oil tank 27 to engine parts, and means comprising said engine side recovering passageway 82 are provided for recovering lubrication oil from engine parts to said oil tank 27. Said oil tank 27 and said oil pump 74 are secured to a rear side of said engine.
  • Said pump driving shaft 71 is disposed in parallel with said crankshaft 12.
  • Said driving shaft 13 and said pump driving shaft 71 are disposed on opposing sides, respectively, with respect to a vertical plane passing through an axis of said crankshaft 12.
  • a starter motor 93 of said engine and said crankshaft 12 are disposed on opposing sides, respectively, with respect to a vertical plan passing through a axis of said drive shaft 13.
  • Said driving shaft 13 and said pump driving shaft 71 are disposed on opposing sides, respectively, with respect to a horizontal plane passing through an axis of said crankshaft 12.
  • Said driving shaft 13 is an impeller shaft of a jet propulsion unit 11.
  • Said engine is provided for a small planing boat I having a boat body 2, wherein said pump driving shaft 71 of said oil pump 74 is offset in a width direction of the boat body 2 with respect to said driving shaft 13.
  • Such a small planing boat for planing on water comprises boat body 2, wherein the engine according to the embodiment is provided in rear part of said boat body 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (19)

  1. Moteur avec un vilebrequin (12) raccordé à un arbre d'entraînement (13), dans lequel on prévoit une pompe à huile (74) ayant un arbre d'entraînement de pompe (71), dans lequel un engrenage d'entraînement (64) est prévu pour raccorder ledit vilebrequin (12) audit arbre d'entraînement (13), et un engrenage d'entraînement de pompe à huile (70) qui est raccordé à la pompe à huile (74) via un l'arbre d'entraînement de pompe (71), et ledit engrenage d'entraînement de pompe à huile (70) étant mis en prise d'engrènement avec ledit engrenage d'entraînement (64).
  2. Moteur selon la revendication 1, caractérisé en ce que ledit arbre d'entraînement de pompe (71) de ladite pompe à huile (74) est situé entre une voie de passage de recouvrement du côté du moteur (82) pour l'huile de lubrification qui est formée au niveau d'une partie la plus basse d'un carter (18) et ledit arbre d'entraînement (13) dans une direction verticale, et/ou
    dans lequel on prévoit des moyens de raccordement (56) pour raccorder ledit vilebrequin (12) audit arbre d'entraînement (13), des moyens formant chaîne de came (12d, 55, 58, 59) sont raccordés audit vilebrequin (12), et une partie de palier (62) supportant ledit vilebrequin (12) est prévue entre lesdits moyens formant chaîne de came (12d, 55, 58, 59) et lesdits moyens de raccordement (56).
  3. Moteur selon la revendication 1 ou 2, caractérisé en ce que ledit vilebrequin (12) est prévu avec une partie en saillie (12b) s'étendant à partir d'au moins un cylindre (17) dudit moteur dans une direction axiale dudit vilebrequin (12), lesdits moyens formant chaîne de came (12d, 55, 58, 59) sont raccordés à ladite partie en saillie (12d) dudit vilebrequin (12), lesdits moyens de raccordement (56) sont prévus sur ladite partie en saillie (12d) dudit vilebrequin (12) .
  4. Moteur selon la revendication 3, caractérisé en ce que la partie de palier supplémentaire (52) supportant ledit vilebrequin est prévue à proximité dudit cylindre (17) et ladite partie de palier supplémentaire (52) est prévue entre ledit cylindre (17) et lesdits moyens formant chaîne de came (12d, 55, 58, 59), dans lequel un diamètre (01) dudit vilebrequin (12) supporté par ladite première partie de palier (62) prévue entre lesdits moyens formant chaîne de came (12d, 55, 58, 59) et lesdits moyens de raccordement (56) sont inférieurs à un diamètre (02) dudit vilebrequin (12) supporté par ladite partie de palier supplémentaire (52) prévue entre ledit cylindre (17) et lesdits moyens formant chaîne de came (12d, 55, 58, 59) .
  5. Moteur selon au moins l'une des revendications 1 à 3, caractérisé en ce que ledit vilebrequin (12) est supporté au niveau d'un carter (18) dudit moteur, dans lequel ledit cylindre (17) est un dernier cylindre (17) au niveau de l'extrémité située le plus en arrière, et ladite partie en saillie (12b) ou dudit vilebrequin (12) fait saillie vers l'arrière à partie dudit cylindre (17).
  6. Moteur selon au moins l'une des revendications 1 à 5, caractérisé en ce que lesdits moyens de raccordement sont un engrenage de réduction (56) raccordant ledit vilebrequin (12) avec une unité de propulsion (11).
  7. Moteur selon la revendication 6, caractérisé en ce que ledit engrenage de réduction (56) comprend un engrenage d'entraînement (64) prévu au niveau de ladite partie en saillie (12d) dudit vilebrequin (12) et un engrenage entraîné (65) prévu au niveau d'une extrémité avant dudit arbre d'entraînement (13) de l'unité de propulsion par réaction (11) se mettant en prise avec ledit engrenage d'entraînement (64).
  8. Moteur selon la revendication 6 ou 7, caractérisé en ce que ledit engrenage de réduction (56) est reçu dans une chambre de réception d'engrenage étanche (54) formée par un carter (18) et un couvercle (76) d'engrenage fixé sur celle-ci, et un palier (94a) pour tourillonner ledit arbre d'hélice (13) est prévu sur ledit couvercle (76) d'engrenage.
  9. Moteur selon la revendication 8, caractérisé en ce que ledit arbre d'entraînement (13) est divisé de manière longitudinale en deux parties (39, 40) qui sont couplées entre elles par des moyens de couplage (14), une partie (39) dudit arbre d'entraînement (13) située entre lesdits moyens de couplage (14) et ledit engrenage entraîné (65) est tourillonnée par ledit palier (94a).
  10. Moteur selon au moins l'une des revendications 1 à 9, caractérisé en ce que ladite pompe à huile (74) est prévue sur un côté d'extrémité dudit moteur à proximité dudit arbre d'entraînement (13).
  11. Moteur selon au moins l'une des revendications 1 à 10, caractérisé en ce que ladite pompe à huile (74) est raccordée par des moyens prévus pour alimenter l'huile de lubrification d'un réservoir d'huile (27) jusqu'aux pièces du moteur, et des moyens comprenant ladite voie de passage de recouvrement du côté du moteur (82) sont prévus pour récupérer l'huile de lubrification des pièces du moteur jusqu'audit réservoir d'huile (27).
  12. Moteur selon la revendication 11, caractérisé en ce que ledit réservoir d'huile (27) et ladite pompe à huile (74) sont fixés sur un côté arrière dudit moteur.
  13. Moteur selon au moins l'une des revendications 1 à 12, caractérisé en ce que ledit arbre d'entraînement de pompe (71) est disposé en parallèle par rapport audit vilebrequin (12).
  14. Moteur selon au moins l'une des revendications 1 à 13, caractérisé en ce que ledit arbre d'entraînement (13) et ledit arbre d'entraînement de pompe (71) sont disposés sur des côtés opposés, respectivement, par rapport à un plan vertical passant par un axe dudit vilebrequin (12).
  15. Moteur selon au moins l'une des revendications 1 à 14, caractérisé en ce qu'un démarreur (93) dudit moteur et ledit vilebrequin (12) sont disposés sur des côtés opposés, respectivement, par rapport à un plan vertical passant par un axe dudit arbre d'entraînement (13).
  16. Moteur selon au moins l'une des revendications 1 à 15, caractérisé en ce que ledit arbre d'entraînement (13) et ledit arbre d'entraînement de pompe (71) sont disposés sur des côtés opposés, respectivement, par rapport à un plan horizontal passant par un axe dudit vilebrequin (12).
  17. Moteur selon au moins l'une des revendications 1 à 16, caractérisé en ce que ledit arbre d'entraînement (13) est un arbre d'hélice d'une unité de propulsion par réaction (11).
  18. Moteur selon au moins l'une des revendications 1 à 17, prévu pour un petit hydroglisseur (1) ayant un corps de bateau (2) caractérisé en ce que ledit arbre d'entraînement de pompe (71) de ladite pompe à huile (74) est décalé dans une direction de largeur du corps de bateau (2) par rapport audit arbre d'entraînement (13).
  19. Petit hydroglisseur pour glisser sur l'eau comprenant un corps de bateau (2), dans lequel un moteur selon au moins l'une des revendications 1 à 18 est prévu dans la partie arrière dudit corps de bateau (2).
EP01107080A 2000-03-22 2001-03-21 Moteur avec un arbre coudé relié à un arbre entraîné Expired - Lifetime EP1136677B1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2000080648A JP2001263020A (ja) 2000-03-22 2000-03-22 エンジン用オイルポンプ配置構造
JP2000080604A JP2001263019A (ja) 2000-03-22 2000-03-22 エンジン用オイルポンプ駆動構造
JP2000080604 2000-03-22
JP2000080648 2000-03-22
JP2000080603A JP4318830B2 (ja) 2000-03-22 2000-03-22 エンジン用軸受け部構造
JP2000080603 2000-03-22

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EP1136677A2 EP1136677A2 (fr) 2001-09-26
EP1136677A3 EP1136677A3 (fr) 2002-11-27
EP1136677B1 true EP1136677B1 (fr) 2006-06-28

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EP01107080A Expired - Lifetime EP1136677B1 (fr) 2000-03-22 2001-03-21 Moteur avec un arbre coudé relié à un arbre entraîné

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US (1) US6537115B2 (fr)
EP (1) EP1136677B1 (fr)
AT (1) ATE331879T1 (fr)
ES (1) ES2266039T3 (fr)

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Also Published As

Publication number Publication date
US6537115B2 (en) 2003-03-25
ATE331879T1 (de) 2006-07-15
ES2266039T3 (es) 2007-03-01
EP1136677A2 (fr) 2001-09-26
EP1136677A3 (fr) 2002-11-27
US20010024914A1 (en) 2001-09-27

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